Fornia



M. H. BROWN.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED SEPT-26. I916.

1,304,019., Patented May 20, 1919.

A TTORNE Y.

UNITED STATES PATENT oEEIoE.

MARVIN H. BROWN, OF SAN FRANCISCO, CALIFORNIA, ASSIGNOR, BY DIRECT AND MESNE ASSIGNMENTS, T H. J. MGGINNIS, R. OCONNOR, ANDQB. M. VIGOUREUX ALL OF SAN FRANCISCO, CALIFORNIA, AND P. EGG-LESTON, OF OAKLAND, CALI- FORNIA.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented May 20, 1919.

Application filed September 26, 1916. Serial No. 1222;200,

T 0 all whom it may concern.

Be it known that I, MARVIN H. BRowN, a

citizen of the United States, and a resident of the cit and county of sanFrancisco,

State of alifornia, have made a new and.

the description progresses.

In this specification and the annexed drawings, the invention is illustrated in the form considered to be the best, but it is to be understood that the invention is not l1mited to such form because it may be embodied in other forms, and it is also to be understood thatin and by the claims following the description it is desired to cover the invention in whatever form it may be embodied.

In the accompanying one sheet of drawing: I

Figure 1 is a diagrammatic sideelevation of an internal combustion motor and the fragmentary portion of an automoblle body illustrating the application of this invention thereto.

Fig. 2 is an enlarged detail in side elevation partially in cross section of the agtating strainer forming part of this lnvention.

Fig. 3 is an enlarged fragmentary detail in side elevation'of the sight feed and threeway valve combination.

Fig. 4; is a fragmentary enlarged detail of the three-way valve set in the water feedlng position.

Fig. 5 is a similar view of the same set 1n the priming position. v

Fig. 6 is a plan view from above of the agitator forming part of the strainer mechamsm.

In detail the construction illustrated in the drawings includes the fuel tank 1, having fuel ipe 2 connected with the agitator 3 which is connected by the nipple 4 to the carburetor 5. The carbureter is fixed on the in take manifold 6 which distributes the gaseous fuel to the cylinders of the'motor 7 in the usual manner. The carbureter may be of any conventional type, usually com-- prising a float chamber 8. within which the fuel is maintainedat a constant levelby an automatic valve controlled by a float, the

level of the fuel being adjusted with respect to a delivery nozzle-projecting into the air passage for the. purpose of carbureting air I drawn through the air inlet 9, to forma gaseous vapor to be drawn into the motor 1 cylinders by the suction cycle therein.

In high grade volatile fuel, such asrgasolene little diflicultyis experienced in carbureting a mixture suitable for burning-in the grade fuels as mentioned leave a residual deposit of carbon in the cylinders after combustion, indicatmg that combustion is not complete, and gradually lowering the efii ciency of the motor as such deposits increase. Such deposits are prevented and eliminated when this invention is applied.

The present invention contemplates the use of kerosene, distillate and other low grade hydro-carbon'fuels. The agitator 3 (see Fig. 2) has an upper chamber 10 form ing part of the fuel conduit separated from the lower chamber 11 by the screen or strainer 12. This strainer is mounted within a cage 13 having an annular flange 14 fitting snugly into an opening in the bottom of the chamber 10. This cage is procylinders of the motor. But even such high vided with a base screwed into the bottom 14: of the chamber 11, being provided with the wings 15 for convenience in inserting and unscrewing the base for the purpose of cleaning or repair. The drain cook 16 screwed into the bottom of the base pro- I vides a convenient means for draining off water or other foreign accumulations 1n the fuel. The screen 12 is of a peculiar con-'- struction consisting of an annular wall fitagitation by the vibration of the motor,

which vibration is further accentuated by the addition of the ball or weight 17, this agitation churns the fuel within the filter, and causes a freer flow of the fuel oil there through. From the agitator the fuel flows through the nipple e to the carbureter where in it is converted into a gaseous vapor by admixture with the air and is sucked into the cylinders of the motors and exploded or burned in the usual manner.

Water vapor is added to the carbureted mixture produced by the carbureter by being introduced into the manifold 6 at 18. The water contained in the tank 19 is drawn by the suction of the motor through the conduit 20, through the sight feed 21, through the three Way valve 22, into the tube 23 terminating in the manifold at 18. The volume of water thus drawn is con trolled by the regulating needle valve 24, operated by the knurled nut 25 in con venient reach of the operator. Attention is directed to Figs. '3, 4, and 5. In Fig. 4 the three-way valve is diagrammatically indicated in the open position to pass the water through the sight feed and into the manifold at 18. It is desirable that the tank 19 be located belowthe level of the inlet 18 in the manifold to prevent natural flowing of the water into the manifold when the motor is not operating, thus render ing theadmission of water to the motor automatic with its operation yet under mechanical control of the operator as to its volume. The suction in the manifold 6 varies with the speed of the motor, being stronger at low speed than at high, which results in a consequent variation in the supply of water to the opening at 18. At low speed the motor drawing the maximum volume of water and at high speed diminishing proportionately. By introducing an aspirating opening at 26, I have provided an important feature. This hole 26 is directed toward the seat of the needle valve 24:, and being located relatively close to the manifold 6, at which point the suction of the motor is greater, draws in a quantity of atmospheric air at high velocity. which acts as an ejector in combination with the needle valve to draw the water from the tank 19 and atomizes it into the sight feed 21, the atomized mixture of air and water passing into the manifold at 18 and combining with the carbureted fuelissuing from the carbureter. The combustion of this moistened mixture within the cylinders insures perfect combustion and the elimination of all free carbon deposits Within the engine cylinders, resulting in a fuel mixture that gives off its heat slowly and expands throughout the piston stroke, resulting in the smooth, clean operation of the motor, in contradistinction to the higher grades of fuel which burn faster and result in a practical eXplo-.

sion at the time of ignition, exerting a shocking impulse upon the piston and connected mechanism, resulting in undue stresses and noise.

Even with the high grade gasolene fuel, lnternal combustion motors will not always start readily and must under certain conditions be primed which is acomplished by injecting raw fuel .in the manifold 6 by choking the air supply, or by introducing raw fuel directly into the cylinders through priming cocks provided for that purpose. This is particularly true when such fuels as contemplated for use in connection with this invention are used. Practice has proven that low grade fuel, such as distillate and kerosene are suitable for priming when introduced in the raw state into the cylinders, wherein they give off sufficient volatile gas to accomplish the first explosion .when the engine is turned over. The resultant heat of the first explosion acomplishing the volatilization of the next charge in that and the succeeding cylinders in the firing cycles. This priming is accomplished by the bypass pipe 27 connected into the fuel system at the coupling 28 communicating with the upper chamber 10 of the agitator. In starting the motor the valve 22 is turned into the position shown in Fig. 5, in which the suction in the manifold 6 is communicated through the pipe 23, through the valve 22, through the pipe 27 to the fuel line, drawing the fuel directly therefrom into the manifold 6, the quantity being regulated by the valve 22. When the engine starts, the valve 22 is turned, feeding the fuel to the motor through its natural course through the carbureter, which is under control by a throttle in the usual manner. When the motor has warmed up to its proper capacity running idle, the valve 22 can be turned into the position illustrated in Fig. 4, admitting the water mixture which brings the motor up to full capacity and ready to receive full duty load. Because of the great variety in the design of internal combustion motors, carbureters and fuel systems, these elements have been diagrammatically ilustrated in their simplest form, this invention being applicable to all types of'motors in this class.

Having thus described my invention, what I claim and desire to secure by Letters -Patent is:

1. The combination with the carbureter, the fuel supply pipe connected therewith and the intake manifold in an internal combustion engine, a sight glass having. an inlet through its upper end provided with an air intake and an outlet through its lower end, a three-way valve connected to the outlet of the sight glass, a combined water and fuel pipe connecting one port of thevalve to the manifold, a communicative connection between a second port of the valve and the fuel sup-ply pipe, a water supply connected bustion motor, a water tank; a three-way valve having a sight feed thereon; a regulating valve controlling said sight feed; a conduit between said tank and the intake manifold of said motor through said regulating valve and said three-Way valve and having an air hole therein, and a fuel supply pipe connected to the carbureter of said motor; and a by-pass leading from said fuel supply pipe through said three-way valve to said Water conduit.

3. The combination with the fuel supply pipe, the intake manifold and the interposed carbureter of an internal combustion engine, a water supply, a vertically disposed sight gage, a connection leading from the water supply through the upper portion of the sight gage, a by-pass leading from the fuel supply pipe, and valve means arranged in the outlet side of the sight gage and connected to the by-pass for shutting ofi the water supply and establishing communication between the by-pass and the manifold.

4.- The combination with the fuel supply pipe, the intake manifold-and the interposed carbureter of an internal combustion engine, a water supply, asight gage having connection through its upper portion with the water supply and provided with an air inlet in its upper portion forthe entrance of air with the water, a by-pass leading from the fuel supply pipe, and valve means arranged in the outlet side of the sight gage and connected to the by-pass for shutting oi the water supply and establishing communication between the by-pass and the manifold.

In testimony whereof, I have hereunto set my hand at San Francisco, California, this 20th day of September, 1916.

MARVIN H. BROWN.

In presence of- BALDWIN VALE. 

